Cycle.



' Patented Dot. 3, I899. II. MATTHEWS.

CYCLE.

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I Patented Oct. 3, 1899. r

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I. MATTHEWS. CYCLE.

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50 described.

UNITED STAT S PATENT OFFICE.

MARMAD KEI ATTI-mws, or BRACONDALE, CANADA, Assienoa or ONE- HALF TO ALEXANDER JARDINE AGNES JARDINE, OF SAME PLACE.

CYCLE;

SPECIFICATION forming art of Letters Patent No. 634,062, dated October a, 1899.

mane. filed March 3, 1898. Serial No. 672,444. on model.)

to ride upon'rough roads than the ordinary bicycle and which will also-be both stronger and lighter; and it consists,essentially, of a main wheel, upon the axle of which is supported the seat-standard or main frame, of

trailing and steering wheels carried by frames,

one or both journaled at one point on the seat-standard at or near the axle of the main wheel and having spring connections between their outward parts and the upper portion of: the seat-standard, and of driving mechanism located centrally, or nearly so, of the main wheel, the whole being constructed in detail substantially as hereinafter-more specifically described.

Fig..2 is a similar view showing a modification of the frame. Fig. 3' is a sectional elevation showing the spring connection between 0 the parts of the frames. Fig. 4 is a longi-- tudinal section of the driving mechanism of the wheel. Fig. 5 is a sectional elevation showing a detachable connection between the seat-standard of the main frame and the rear 5 portion of the curvedmember connected.

thereto. a

In the drawings like letters of reference indica'te corresponding parts in the difierent figures. v

In Fig. 1, A is the main frame or seat-standard of the cycle, which is suitably forked and arranged to carry the main wheel B, as hereinafter described. This main frame is .pro-.

vided with a hollow curved member 0, which extends both before and behind the seatstandardand is formed on'the arc of a circle struck from the center of the main axle.

. D is the rear frame, suitably forked to embrace the main wheeland axle, as hereinafter E is a member of the rear frame, suitably Figure l is a side elevation of a cycle con; structed in accordance with my. invention.

shaped and proportioned to slide freely within the hollow' curved member 0.

'Fis a trailing wheel, the fork a of which is journaled in any suitable manner within the lower end of the member E. Round a' portion of the fork is wound a coil-spring b, one end of which is'secured to the fork, while the otheris secured to the member E, so that the-tension of the spring tends always to maintain the trailing wheel in line with the main wheel. p

. Gris the front frame, comprising the fork H, embracing'the main wheel. and suitably journaled about its axle, of the head I, and the upper member J, which is suitably shaped and'propo'rtioned to slide freelyfwithin the hollow curved member 0.

K is the steering-wheel, the forlrc of which is suitably journaled within the head I and provided with the handle-bar cl.

T o the upper end of the seat-standard A is.

substance, preferably by meansof a screw'g.

seeri a Theends of the members J and E of the front of the rear frames are preferably closed and coil-springs 72. and 2' located between them and the block f. It will be noted that the ends of the members E and J are slightly enlarged at j, while the member 0 is slightly contracted in diameter at is it, so that but small portions of the membersare in running contact with oneanother, reducing the liability of jamming to a minimum. In order to limit the motion of the members Within one another, I thread set-screws Z Z. through the member G into slots mmin the members In Fig. 2 aslight modification time frame is shown. The curved portion of the upper member'J, which is much longerthan in Fig.

1, is continued down to meet the fcrk H and has an extension J" connecting with the head.

This will permit, of a much greater amount of play being allowed between the members J and C; but in other respects it is not so good as the form shown inFig l.

In Fig. 5 the rear portion of the member 0 is shown detachably connected to the seatstandard.

L is a coupling internally right and left hand threaded.

The rear part of the member 0 and the connection n are similarly threaded, so that by engaging them with the couplingL and screwing up the latter they will be drawn tightly together, as indicated. By loosening this coupling and by disconnecting the rear frame from about the main axle the rear wheel may be entirely removed and a twowheeled vehicle left, which will commend the device to racing men;

On reference to Fig. 4 the construction of the driving-gear will be readily understood.

M is the main axle, to the ends of which are rigidly connected the cranks N. To the centerof this axle is rigidly connected the gear-pinion O. I

P P are sleeves embracing the axle on each side of the pinion O and rigidly secured to the main frame A. Upon the ends of the axle are screwed the nuts Q, which form, withthe axle and with the cups 0 upon the main frame, races for two sets of balls, so that the axle will revolve freely within the main frame and the sleeves P.

R is a hollow hub formed by the casing 13 and the end disks S, held together by the bolts to. Formed on or connected to one of the end disks Sis the gear-pinion T. Formed on the end disks S are the cups g, which form, with the cones r on the main frame A and sleeves P P, races for four sets of balls. Connected to the inner ends of the sleevesP P are the arms U, in which is journaled the shaft V, carr in the inion A, meshin With,

y a P the pinion O, and the pinion B, meshing with the pinion T. I

On the shaft V are formed cones s, which form, with the cups i on the arms U, bearings for two sets of balls.

It will be seen from. the construction set out that a rotary motion of the main axle M will be conveyed, by means of the gear-pinions O, A, B, and T, to the hub R, and the gearing may be so proportioned that the main wheel will thus be driven at any desired proportionate speed to that of the axle. It also follows from the construction set out that the tightening of the nuts Q upon the axle will simultaneously adjust all the bearings. These nuts may be held as adjusted by means of the spring-fingers it, fast on the cranks N, which engage with notches formed in the periphcries of the nuts. These nuts are also preferably shaped to. receive the portions of the front and rear frames G and D, which are journaled thereon, as shown.

parting from the spirit of myinvention. One change in the form of frame is indicated in Fig. 2.

Instead of making both front and rear frames to slide within the member Cone of them may be rigidly connected to the main frame. The member Jis so shown connected by brazing in Fig. 5.

The advantages derived from the construction described are many and obvious. As the weight of the rider is supported almost directly over the main axle, it is evident that a stronger frame can be obtained with a less weight than when the rider is supported midway between two wheels. By removing the driving mechanism to the center of the main wheel I place it entirely out of the reach of the flying mud, which constitutes a very weak point of thepresent location of the cranks midway between the two wheels. In addition to the advantages derived from the method of supporting the riders weight and the location of the driving-gear the use of the three wheels with the divided spring-connected frames makes the cycle very easy-running over rough roads, as under almost any condition at least two of the wheels will be upon the ground to support the riders weight while the third is lifting over a lump or dropping into a depression. When the steering-wheel strikes an obstruction, it lifts and pushes the upper member of its frame within the hollow member of the main frame, thus collapsing the spring therein without tending to lift the main wheel and the rider with it. When the main wheel lifts over an obstruction, the springs within the hollow member of the main frame force outwardly the front and rear frame members telescoped therein, and thus maintains the trailing and steering wheels in contact with the ground to partially support I the riders weight, and thus ease the shock of the rise and fall of the main wheel. When the trailing wheel lifts overan obstacle, the member of its frame within the hollow member of the main frame collapses the spring therein and allows the trailing wheel to rise without imparting any undue shock to the rider.

In an ordinary bicycle the use of a small steering-wheel will beinadmissable, as it does not roll so readily over obstacles as a larger wheel, and thus will impart greater shocks to the rider when his weight is partly carried by the steering-wheel but in my cycle the spring connection in the frame obviates any such trouble.

Another advantage of my cycle is the shortened wheel-base which it gives and the ease with which it can be manipulated. It will be possible to steer it about'among obstructions which would entirely prevent the use of an ordinary bicycle.

Although I show and prefer to use the central drive, as indicated, yet it will be apparent that the construction of the frame is applicable to any form of drive in which the crankaxle .is located in front of the axle of the driven wheel.

By using a small steering-wheel I secure a.

very short and therefore very strong front fork, thus overcoming a great weakness of an ordinary bicycle.

It will be observed that one shaft V, with gear-wheels A B, is shown in the drawings, but more than one might be used, if desired, so as to distribute the strain of driving.

What I claim as my invention is- 1. In a cycle, a main wheel and a seat-standard or main frame journaled on the axle thereof, in combination with a frame having a trailing wheel pivoted therein, said frame being journaled at or near the axle independ .ently of the aforesaid seat-standard or main frame, a spring connection between said frames, and a frame carrying a steering-wheel and connected to the front of the main frame, substantially as described.

2. In a cycle, a main wheel and a seat-standard or main frame supported on the axle thereof, in combination with a frame carrying a trailing wheel and having a journaled connection to the main frame; means for holding said frames in their proper relative positions; and a frame carrying a steering-wheel and having a journaled connectionto the main frame at or near the axle and a spring connection with the upper part thereof, substan tially as and for the purpose specified.

3. A cycle-frame formed in three parts pivotally connected at their lower parts and pro-' vided with spring connections at their upper parts, the central part being adapted to carry the main wheel, the forward part the steeringwheel and the rearward part a trailing wheel, substantially as and for the purpose specified.

4. In a cycle, a frame adapted to carry main and steering wheels, in combination with a frame adapted to carry a trailing wheel and having a j ournaled connection to the main frame at or near the axle of the main wheel, the'two parts of the frame being provided with members telescoped together and forming arcs of a circle struck from the centerof the said journaled connection and a compressionspring connected with the said t'elescoped members so as to tend to keep them extended, substantially as and for the purpose specified.

5. In a cycle, a main frame adapted to carry a main wheel, in combination with frames adapted to carry steering and trailing wheels and having j ournaled connections to the main frame at or near the axle of the main wheel, each frame having a member telescoped with a corresponding member of the main frame,

which members form arcs of a circle struck from the center of the journaled connection nected with each pair of telescopedmembers so as to tend to keep them extended.

6. In a cycle, a main frame adapted to carry a main wheel, and provided with ahollow member formed on an arc of a circle struck from the center of the main axle, in combination with frames adapted to carry steering and trailing wheels and journaled about the axle of themain wheel, each frame having a member telescoped within the hollow member of the main frame and havingaslot therein; a block secured within the hollow main frame member; a compression-spring located between the end of each of the inner members and the said block, and set-screws threaded through the main frame member into slots formed in the inner members, coacting with the springs, slots and blocks, substantially as and for the purpose specified.

7. In a cycle, the main frameA two sleeves P, P, rigidly connected to the said frame; the hollow hub R; theend disks S, of which embrace the said sleeves; the gear-pinion T, fast on saidhub; the arms U, fast on the inner ends of the sleeves P; the shaft V, journaled in the said'arms; the pinion A on the said shaft; the pinion B on the shaft meshing with the pinion T, in combination with the axle M; the pinion. O, thereon meshing with the pinion A; the cups and cones o, q, 'r, s, i, and balls therefor; the adj listing-nuts Q; and the frames D and G, jonrnaled on the said nuts, substantially as and for the purpose specified.

8. In a cycle, a main frame carrying a main wheel and a steering-wheel, in combination with a hollow curved member detachably connected to the main frame, and formed on the arc of a circle struck from the center of the axle of the main wheel; and a supplementary frame journaled on the axle of the main wheel, and'having a curved member adapted to enter the aforesaid hollow curved member;

a coil-sprin g arranged between the said mem-- MARMADUKE MATTHEWS.

,, In presence of JOHN G. Rrnoc'r, J. Enw. lvIAYBEE. 

